Electric signaling system.



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JfoJu s. M. YOUNG P. TowNsBND. I I TOWNSLRD, ADMINISTRATOR OP l' TOWNSEKD, DEUD ELECTRIC SIGNALING SYSTEM.

AYPLIGATIOH FILED BEPT.2.1908.

S. M. YOUNG & P. TOWNSEND. J. J. runnin, nnns'rnmon or 1' Tensen. nnu'n. ELBGTBIG SIGNALING SYSTEM. nrmuumn num swr 2,1m 919,996, Patented Apnz?, 1909. a sums-sum1' a.

3m vente w l T wnsend dmlms hugh Deeease trafo? of Iownsen d, el and ,Samuel MYung ttouwc m UNITED STATES PATENT OFFICE.

SAMUEL M. YOUNG, OF NEW YORK, N. Y., AND JOHN J. TOWNSEND, ADMINISTRATOR OF FITZHUGH TOWNSEND, DICCIIASIID: SAID YOUNG AND SAID FITZHUGH TOWN- SEND (BEFORE DEATH) ASSIGNORS T() SAID YOUNG.

ELECTRIC SIGNALING SYSTEM.

Specification of Letters Patent.

Patented April 27, 1909.

Original application tiled November 21, 1903, Serial No. 182,079. Divided and this application ied September 2,

' 190s. seriai No. 451,464.

To all w/i-om 'it 'may concern:

lie it known that SAMUEL M. YOUNG, a citizen of the United States, residing at New York city, county and State of New York, jointly invented with FrrznUoir 'l`owxsc.\'o, deceased, late of New York city, county-and State of New York, during his lifetime., certain new and useful Improvements in lllectric Signaling.: Systems, of which the. following is a specification.

The invention relates to an automatic hlock signaling system for electric railways, and is a. division of prior application, Serial No. 182,079, filed November 21, 1903.

ln prior ap )lieations filed in the name of Samuel Marsh Young, Serial No. 144,548, liehruary 21, 1903;*Ser1al'No. 154,275, April 25, 1903: Serial No. 160,086, June 4, 1903, there is described a system of automatic lilock signaling for electric railways einliodying two sources of current differing in character, outgoing feeder-conductors leading therefrom, a trackway formed of two rails, divided into a series of sections, means for creating a difference of potential between the rails of eaelisection, a signalin device in each section normally enereized y such ditl'erence of potential and lielld therebv in the clear osition and dener 'zed to move to the diinger k position and ie mailitained in such position when a car moves into a section, and means introduced between separated endsof one rail of each section for introdiueingy` localized impedance between adjacent sections which will offer opposition to the passage of the current ein loyed to actuate the signaling devices in sai sections, hat. which will permit both rails of all of the sections to serve as continuous conductors for the )ower current.

Our present invention, `while it-may -be said to embody the general principle of operation set forth in the above-mentioned apilications, differs therefrom -inf the following particulars First: Instead of usingtwo.

sources ofeleetrical energy-generating currents differing 1n character -we ma -use-a single source of4 electrical energy-or ierent sources of `electrical.energy 'of'fthe same character, but dill'ering -inA phase or f-frequene 'Second :i Instead of creatngtherequiret -diferencfe ofy potential -Abetween 'the fopposite rails-f 'eachY section byA means of a.

` current-.transformin single transformer having its primary connected across the source of energy and its secondary across the rails, we create the rcquired potential in a block by means of two transformers, which have their prin'iaries connected in parallel across the source ol energy and their seeondaries wound in opposition and connected in parallel across the rails. For purposes o economy we prefer to use an ordinary conductive bond as the secondaries ot' these transformers. A pair of transformers are located at each end of a section, with their sccondaries connected in series across the divided ends of one rail of adjacentsections. The parallel connection of the transformer secondaries across the rails is effected by connecting the blocksegregating cross-bond from a point intermediate the conductor constituting the combined conductive bond and the transformer sccondaries, to the opposite rail. .We may also make use of another transformer in each block havin r its primary connected across the source ci` energy and its secondary. across tlie rails.

Among the advantages of the present arrangement. of )arts may be mentioned: (a) The .number o sources of energy or currents used may be decreased; (b) the electrical individuality of the sections so far as relates to the current used to operate the signaling,r devices is more distinct.; (c.) the aniperage of the current transmitted totherails for operating the signals in each section may. he largely increased without correspondingly .increasingl the difference of 4potential between the rails; (Il). the use of localized imedance isl done away with, each ,of the rails sing bonded with ordinary conductive bonds so that they sha-1l .be of equalv conductivityv for alleurrents.

The` accompanying .diagrams .will .serve to illustrate our invention.

Figure l isa vdia ram showingithe Ageneral-.arrangement o the systenr-wlier'e .one .source of-alternating current is em layed. Fig. 2 is a corresponding diagram'-`s iwng the same `general arrangement with'the addition. Of-reSiStance- .in the. circuits. of. .the devices. Uhlig. 3, is. a diagram showinglt egeneral arranveme'nt ere ,itwo sources.' et?. alter.-

4 is a similar diagram showing the general arrangement of the systciii where one source of dii'ect current and one .source of al'tei'- nating current are employed. Fig. is an enlarged -View of a portion of the rail-bond the effect of the cross-bond in determining the block sections.

Referring to the diagrams, in Figs. 1 and 3 the t-racltway is shown as divided into four sections A B C D, in Figs. 2 :ind into three stions A B C. Manifestly, the number of .The effect of using the reactance-bond besections will depend upon thelength of road, the length of each section may besiich i as desired.

10 indicates an alternating generator connected in Figs. 1, 2, and 3 across the feederconductor 11 and tWo'traek-rails 12, 13. In

be 4of sufficient capacity to operate the car 3 to operate the. car-motors. In Figs. 3 and 4, a second alternating generator 14 is shown i connected across the feeder-conductor 15 and the track-nils 12, 13. The generator 14 is assumed to be of sufficient capacity te op crate the signaling devices.v In the construction shown in Fig. 3, the generators 10, 14, while both alternating generators, may havel their currents differentiated either as to phase or frequency-as, for instance, one generator may deliver a current of twentytire cycles andthe other one hundred or niore cycles. lt will be understood by electricians without further description 'that a phase or the phases of one current may be used to operate the car-motors and a phase or the phases of the other current to actuate tue signaling devices, or a current of one frequency to operate the car-motors and that of the other frequency to operate the signaling devicesI and that there will be no imei-mingling of such currents, or, in other words, that each current will perform its office irrespective of the other and irrespective of the fact that both are impressed upon the two rails of the system.

16, Fig. 4, indicates a direct-current generator connected across the feeder-conductor 1l and thel two rails 12, 13. v

17 indicates a car carrying a. motor 18,

one terminal of which is connected to the axle 19, oii the ends of which are the wheels 20.-

ln the constructions shown in Figs. 1 and 2, the alternating current from the generator 10 actuates the car-n'iotors, creates the difference of potential .between the rails, and

actuates the signalino devices. In the ronstruction sli-own in lifr. 3,. the generator 10 actuates the. ear-mot ors and the generator l-l creates the diterence of potential between .the rails and actuales the signaling devices. ln the construction shown in Fig. -t the direct-current generator actuales the carniotors and the altcrnating-current generator 14 creates the difference of potential he,- tweeii the. rails and actnates the f-zignaling r devices. The electrical individuality of the sections A ll C D of the trackway is ohtained in tlie manner which we will now proceed to describe.

ln the former application referred to, a reactance-bond was interposed between the ends of the rail 13 of adjacent sections', and. further. a reactance cross-bond was used.

tween the ends of the rail 13 was. to introduce -,etw'eeii ad]aceut sections of the rail '13, a localized impedance, thus adjacent the g reason of the increased impedance to the Figs. 1 and 2 the generator 10 is assumed to signaling current--as, for instance, from A g to l-while permitting the passage of the motors and the signaling devices and in- Fig.

ing current in l,the section bounded therebyto drop suddenly, so that a signaling device connected beyond the artificial reactance would not be susceptible to the energy inipressed by the -signaling transformer. Moreover. the artificial or localized reactance is not susceptible to weather conditions as is the impedance of the rails. There are, however, cert-.1in objections to the use of artiticial reactances due to the cost of installation and the increase to the total impedance of the rails constituting the return-path of the currents to the generator or generators.

ln the present case, the rail 13 is bonded at the ends of the block sections with a couductor having the same carrying capacity a corresponding length' of rail, like the ordinary bond. This conductor or bond is utilized to form the secondaries 25,26, of two transformers 21, 2Q, whose primaries are connected in parallel across the 'feederconductor 11 and one rail 1'2, Figs. 1 and 2. or,-:is shown in Figs. 3 and 4, in parallel across the feeder-conductor 15 and the rail 12. This bond connected to the ends of the adjacent sections of rail l'makes a minimum of one turn around each of the transformer cores 21, 22, toserve as the secondaries 25. 26, these turns being Wound in opposite. directions as shown. 'lhe object of using a single turn around each of the transformer cores is to avoid the. impedance .effect which -would be caused by a plurality of turns, especially where the power-current is an alternating current.. ln cases Where the l danger.

power-current is a direct current the immber of turns may be increased.

rangement shown also reduces to a minii mum the magnetization of the cores of the transformers 21, 22, by the power-current used to operate the car-motors. A conductor bond 27 connects a central point betwccn the secondaries 25, 26, with the rail 13, and closes the track circuits of the adjacent block sections. lt will be observed that b v means of the cross-bond 2T, the secondaries are connected in parallel across the rails, 12, 13, and in series between abutting rail ends 13.

A third transformer 28 is also employed in each section, havinp: its primary 2S) connected across. in Figs. 1 and 2, the feeder-conductor 11 and the iail 12, or, in

Figs. 3 and Ll, across the feeder-conductor and the rail 12. and its stxiondary 3() across the rails 12, 13.

It will be seen from the above thatI there. are. three transformers in each section,-. c., in section l5. for instance, the transformer 2 at the left, right, and transformer 28 in tima-and that the ditl'erence of potential betwcen the rails 12, 13, is derived vfrom the secoiidaries of these transformers, and. further, that. the transformers 21, 22, whether located adjacent at the end of a section or separated by the length of a section. are wound to oppose each other. It thus appears that. there will be a resultant cin-rent which will energize the signal-operating device in the absence of a train in a block section and that. this resultant signaloperating current will be sliort-circnited to deincrgize the signal-o erating device when a train is present in a lock. The relativc ett'ect. of the electromotive forces of the several transformer secondaries will depend upon the impedance of the rails, lengths of the sections, relative strengths, polarities, ctc. ot' these impressed electromotve forces, which it. will be within the province of engineers to vary under any particular condit lmiS.

.\s above pointed out, the electromotve forces impressed by the transformers 21, 22, upon the two portions of a bond constitiiting the secondarics 25, 26, are substantially equal and opposite. lnasinuch as the crosslioud 27 is connected to an intermediate point. between the secondaresy 25, 26, the

clectromotive forces of the transformers 21. f 22. combine with that ofthe secondary 30 of transformer28 tol form a resultant electroinotive force. l If, however. there should be a break in .the cross-bond 27, or it should become disconnected., the electromotiveforce of they transformers 21, 22,.is removed :fromy across Vtheirails, and the resultant electro-A motive--foree in--adjacent blocks'I will be changed-toacanse the signal to? go to` transformer 21 at the: the sec l i l Furthermore, since the. transformer secondaries 25, 2P, are in opposition beta-'een the abut-ting rail ends, they will present no counter-electroinotive force to the passage of the energy from the. transformer 28.

l `ro1n tlie above description, it will now be clear that. the cross-bond 2T. aided by the l'cactance. of the rails, and b v the reversal of polarities of the transfmincrs feeding:r adjacent blocks, limits the inllucnce ot the transformers and divides the rails ilito block sections.

lt will bc appreciated that by utilizingthe bond eonnectino abutting rail ends to `serve also the function of seconiilaries of the transformers 21, 22, a. large economy is clfectetl, and bv means of the connection with the eross-bond 2T, un additional element of safety is etl'ected in case ot' a broken or disconnected eross-bond. rl`lic inanner in which these connections mav be a rraiiged in practice. is indicated in the detail views, Figs. t3. 7, und 8.

'lhat the use of transformers 21, 22, increases the safety of the system may bc. seen from a consideration of the diagram shown in Fig. t), showing how the transforinei's 2l. 22. may be dispensed with, together with the attendantI disadvantages. B v reference to this figure it will be ob served that if a cross-bond 2T should break, the difference of potent-ia] still exists across the rails and the signal relay 34 would continue to be energized, whereas when the electroinotive forces from the transformers 21, 22, are present, the resultant electromotive force, in case of a break in the cross-bond, will canse the signal to go to danger. lVithout the use of transformers 21, 22, as shown in diagram Fig. 9, if a cross bond 27 should break there would be a tendency for the energv fed to one block by transformer 28, to influence the signalingr devices of adjacent blocks, unless the frequencies of the. signaling cnri'ents are increased and these. are alternated in alternate blocks, which entails an increase in the cost. of installation.

If desired and in order to prevent absolute short-circuiting of the secondaries of the transformers 21, 22, 28, resistance 31 may be introduced in such secondaries, as shown in Fig. 2, and a similar resistance 32 may, if desired, be introduced in the primaries.

Instead of using such resistance in the seconda ries we may use the arrangement shown in Figs. 4 and 5. In this arrangement a sleeve of iron 33 is placed over the secondaries 25, 26, 30; Magnetic wliirls are set up in this sleeve concent-rically to the seconda-ry winding, thereby producing a connter electromotive-force, which causes a drop in thevOItageand prevents a dead shortcircuit..vv The.l sleeve' therefore lacts as an ture lt across in Figs. 1 and 2, the feeder- I conductor ll and the rail 12, and in Figs.

i; and 4, tbc feeder-concluctor and the rail l. whereby the device will only respond to the 'trtaluency which energizes both lield and armature and will not be resionsive to a ditl'erence ot' potential of a tliti'ercnt frequency or t'ret uencies that may exist across tbe rails; und 1t will also be evident to engineersl that a more perfect block segregation would be obtained, especially in the case of' a broken cross-bond connection, it' the signaling frequencies or phases are multiplied and current of a ditferent character is fed to adjacent blocks. The counterweighted sema whore-arm may be connected through a lint 38 to a crank or eccentric 3T on the shat't of the motor armature. Connected to the armature of this lnotor is a crank 37, which is connected through a link 38 to a counterweightcd semaphore-arm 39.

'l`he operation of the system is as follows: Normally--that is. when no car is on a sccton-a ditierence. of potential is created between the rails 1Q, 13, which excites the field-magnets 35 of the motor 34, and as the armature 36 ot' the motor of t-hat section isalso excited by a current of the same frequency, a turning movement results, which pushes the semaphore arm to the clear position shown in sections Il, D, of Figs. 1 and il, and (l in Figs. 2 and 4. The connections ot' the signaling motors 34 are shown a certain distance from the crossbonds 2T, so that. therel shall be a drop of potential between the motor terminals depending upon tbc reactance or im )edance of the length of rail between the said terminals and bond 27. together with that ofthe bond. lhis is evident from the diagram Fig. 9, from which it will be seen that if there were no reactance in the slmnt path including the rail lengths w, y, and the bond 27, there would be no difference of potential e, across the terminals of the motor 34. When a car moves into a block, the wheels 20 and axle 19 short-circuit the signaling current in that block, thereby destroying the difference of potential between the rails and, in etlect, slun't-circuiting the field-magnets of the motor 34. At this time the counter-weight on the end of the sema horearm acts and brings the arm to the Vdanger position shown in section C of Figs. 1

and 3 and section -B of Fi 5.-'2'and` 4.

In this s ecnication we avegased the expression itl'ermg. m character as referring to the currents transmitted from the generators 1U'. l-t, 1:1, 16.-- that. is, currents ditl'erin;f in pbase. currents ditl'eriug in trequeucv. or one alternating and the other direct,-as .lili'erentiated from the. expression "ditlering in strength as applied to two currents.

llaving thus described our invention, we. claim 2v l. ln combination with an electric railwa v having both rails conductively continuous t'or all currents, a plurality ol sources ot' high frequency alternating current connected at intervals across the, rails, means 'l'or dividing the rails into block sections. signaling devices t'or controlling the signals connected across thc rails at. points intermediate adjacent, sources, and signals controlled bv said signaling devices.

.Z. ln a block signal system, in combination with an electric railway having both rails conductively continuous for all ourrents` sources ot' alternating current connected across the rails at intervals, means t'or dividing the rails into block. sections, signaling devices for controlling the signals connected in shunt to a short portion of the signal circuit. and signals controlled by said signalling devices.

:1. In a block signal system, in combina tion with an electric railway having both rails coiuluctively continuous for all currents, sources of alternating current. connected across the rails at intervals, means for dividing the rails into block sections, signaling devices for controlling the signals, each having two cooperating windings, one connected in shunt to a short portion of the signal circuit. and t-he other supplied with alternating current independenty of the track circuit. and signals controlled by said signaling devices.

4. 1n a block signal systen'i, in combination with an electric railway having rails conductively continuous for all currents, a source of alternating current connected across the rails, an impedance connected across the rails at a distance from the transformer, a signaling device for controlling the signals connected in shunt to a short portion of the signal circuit between the source and the impedance, and a signal controlled by the signaling device.

5. 1n a block signal system, in combination with anl electric railway havinfr both rails conductively continuous for all currents, a source of alternating current connected across the rails, an im edance connected across the rails at a distance from the transformer, means for dividing the track rails into block sections, a signaling device havino` two cooperating windings, one connecte( in shunt to a short portion of the signall circuit between the source and the impedance and the other supplied with 50 ear propulsion current, a track circliit for circuit for each block section, alternating simone alternating currentindependently of the track circuit. 6. In block signal system, in combination with an electric railway having both rails conductivel'y .continuous for all currents, sources of alternating' current, connected' across the rails at intervals, impedances connected 'across the rails at points between said sources, signaling devices for control- 'i ling the signals connected in shunt to short len ths of rails and adjacent to saidiinpeuances, and signals controlled by said signaling devices.

7. In a block signal system, in combination with an electric railway havin both r: ils conductivelv continuous for al eurrents, sources o alternating current conv nected across the rails at intervals, im-

edances connected across the rails at points '0 lietween said sources, signaling devices for controlling the signals each having two cooperating windings, one connected 4in shunt to a short length of rail adjacent to an iinpedance and the other supplied with lalteri5' n'ating current independently of the track cir cuits,- and signals controlled by said signalin devices.v

8. n combination with a railway the traekway of which is divided by insulation' to form block sections and serves as part of.

the 'return path for the propulsion current, for the cars traveling along the railway, of` an alternating'current generator for supplying the ear propulsion current, a track current supplied to each track circuit troni the Said generator but of a different p hase from that of the alternating propulsion current, and an alternating `current signaling 40 device for each track circuit operable by t dit'erent phases of alternating current, one

of which phases is supplied -from the track circuit 9. In combination with a railwav the traclrvvay `of which is divided by insulation to form iiloclrsections and serves as partof the return path for the propulsion current.

" for tlie cars traveling along the railway, of

an alternating generator for supplying the each 'block section. alternating current supplied to each track circuit from the said gen erator hut of a different' phase from that of the alternating propulsion current, and an alternating current signaling device for eac track circuit operable by different phases of alternatinv current one of. which hases is supplied rom the track circuit an another from the alternating current generator.

10. In combination withan electric railway the trackway of which is divided by insulations to form block sections and serve-'as part of the return path for theprepulsion current fon the cars traversing along the railway, of an alternating generator for su plying the car repulsion cur rent, a-tract circuit for eacli block section, alternating current. supplied to eachl track circuit, from said generator, but of a different phase from that of the alternating propulsion current, and an alternating current .signaling device for each track circuit operable hy dill'erent phases o alternating current, one of which is supplied frciu the track circuit, anothei'of which is supplied from the alternating current generator, and

means for regulating the phase in one of the 11. ln a signaling system, a ti'acltway in which the rails. arc electrically continuous and divided into hlock sections by crossbonds.

12. In a signaling system, a tracltn'ay the rails of which are electrically continuous and divided into a series of closed track circuits through the inst ruinentality of erosslionds.

13. In a signaling system, :i tracltway, the rails of which are electrically continuous, a

series or' ci'ossbonds dividing the rails into block sections, means. for impressing au alternating current. in each track circuit and means normally energized hy said impressed current and adapted to cont-rol a signal or signals.

14, ln a signaling system, a trackway coitiprising rail' sections, conductive bonds between the eiids ot the rail sections whereliv both rails are electrically continuons for a l.. u'ri;cnts, conductive bonds connected across the trackivay at points along its length, whereby the tracltway is divided into block sections and the signaling current confined tothe 'olock sections, 'means for impressing :signalling current upon the block sections. and ini-aus normally enei-fized hv said impressed current and adapttd7 lo control a signal or signals.

15. 'ln a signaling system, a source of energyt a feeder conductor connected to one terminal of the; source of energy, a trackway connected to the opposite terminal of the source of energy. thc trai-lava). comprising sectional rail?. conductive honds interposed lietivcen the ends` of the rails. and conductive bonds connecting the opposite rails at different point-s in thcii' length; means foi impressing a signaling-curient within the hloclr limits included between euch pair of conductive crosshonds, and ineans'nornially energized liv said impressed current to coiitrol a signa or signals.

16. A- signaling system comprising :i

source of alternating currentI energy, a feeder conductor arranged along the trackway and connected to one terminal of the source of'4 energ a trackway divided inte' bloc: -scctions'by conductive crossbonds. and condoctor, and their secondaries connected across both ruils; and signaling devices controlled by the currents derived from the secondnries of such transformers.

17. A signaling system in which the trackway consists of a series of sectional rails connected by conductive bonds, und is divided into bleek sections by conductive bonds. whereby the power current will How along both rails as return paths to the power generator, und the signaling current imn'essed upon a block section eonfned to the imits of such block section.

In testimony whereof we aix our signaI tures m the presence of two witnesses.

SAMUEL M. YOUN (i, JOHN J. TOWNSFXD, Administrator of the estate of If'z'zhug."

Townsend.

Witnesses as to S. M. Young:

Jol-1x L. Lr'rrm., OSCAR G. STEvExs. Witnesses as toJ. J. '1`mvnsend1 OscAn G. ST1-:vim s, J AMES B. Lvnnou'. 

